Attachment of a landing gear

ABSTRACT

A bracket ( 24 ) for connecting a traverse ( 20 ) of a landing gear to a cabin of a helicopter. A landing gear retainer ( 5 ) is fixed around the traverse ( 20 ) coaxially to the longitudinal direction of the traverse ( 20 ) and at least one cabin clamp mount ( 7 ) is fixed to the cabin. The landing gear retainer ( 5 ) is in between the cabin and upper and lower pendulum bolts ( 12, 13 ) and upper and lower pendulum bearings ( 18, 19 ). A pendulum ( 9 ) is in longitudinal direction of the traverse ( 20 ) hinged to the landing gear retainer ( 5 ). The invention is further related to an application of such brackets ( 24 ).

CROSS REFERENCE TO RELATED APPLICATION

This application claims priority to European patent application No. 13400020.7 filed on Sep. 30, 2013, the disclosure of which is incorporatedin its entirety by reference herein.

BACKGROUND OF THE INVENTION

(1) Field of the Invention

The invention is related to a bracket for connecting a traverse of alanding gear to a cabin of a helicopter with the features of thepreamble of claim 1. The invention is further related to the applicationof an inventive attachment with said brackets for connecting a traverseof a landing gear to a cabin of a helicopter with the features of thepreamble of claim 10.

(2) Description of Related Art

Vibrations or resonance modes are produced, when a helicopter (HC) landsfor example on the front part of its landing gear (LG), e.g. whenlanding on a slope. Those resonance frequencies and resonance modes cancause the HC to become inoperable due to ground resonance. A landinggear assembly comprises typically a pair of cross tubes or traverses anda pair of struts connected at the outboard ends of said cross tubes ortraverses.

The document U.S. Pat. No. 4,270,711 A discloses a helicopter landinggear assembly with a pair of cross tubes having a pair of strutsconnected at the outboard ends thereof. A first of the cross tubes isconnected to the helicopter fuselage at a pair of laterally spacedpoints. The second of the cross tubes is joined by a pivot connection toa structural bridge positioned above the second cross tube. Thestructural bridge is connected at its outer ends to the fuselage mainbeams. The structural bridge connected to the second cross tube permitsthe helicopter fuselage to pivot about a fore-aft axis thereof to lowerthe natural roll frequency of the helicopter airframe and thereforeincrease the margin of stability to prevent ground resonance.

The document U.S. Pat. No. 6,244,538 B1 discloses a skid landing gearfor a helicopter, in which the directional stiffnesses of the crossmembers of the skid landing gear have been de-coupled from one another,such that optimization of the longitudinal stiffness of the crossmembers may be performed independently of the optimization of thevertical stiffness and fatigue life of the cross members. In order tode-couple the stiffnesses in the skid type landing gear, two approachesare employed. In the first approach, the skid landing gear hasnon-symmetric-section cross members and/or distribution of differentmaterials within the cross-section for de-coupling the verticalstiffness of the cross members from the longitudinal stiffness, suchthat placement of the ground resonance frequency may be optimized, whileretaining the vertical stiffness properties essential for optimizingvertical energy attenuation and fatigue life. In the second approach,mounting devices are employed that provide compliance in selecteddirections, thereby de-coupling the directional stiffnesses.

Said helicopters known from the state of the art require specificadaption of the landing gears and/or cabins for the prevention of groundresonance.

BRIEF SUMMARY OF THE INVENTION

The object of the invention is to provide a helicopter with a landinggear and a cabin with an inherent prevention of vibrations without anyor as little as possible constructive modifications of the cabin and/orof the LG.

The solution is provided with an attachment of a landing gear to a cabinof a helicopter with a bracket for connecting a traverse of said landinggear to said cabin of said helicopter with the features of claim 1 ofthe invention and with the application of such a bracket with thefeatures of claim 10 of the invention.

According to the invention an attachment of a landing gear to a cabin ofa helicopter is provided with a bracket for connecting a traverse ofsaid landing gear to preferably at least one cabin clamp mount fixed toa bottom of said cabin of said helicopter. A longitudinal direction ofthe traverse is essentially perpendicular to a longitudinal direction ofthe cabin/helicopter. Said bracket comprises a landing gear retainerfixed by clamping rings about the traverse coaxially to the longitudinaldirection of the traverse. Said landing gear retainer is adapted to befixed to the preferably at least one cabin clamp mount by means of apendulum and at least one upper and at least one lower pendulum bolts inat least one upper and at least one lower pendulum bearings of saidpendulum.

In some embodiments, the at least one upper pendulum bolt in the atleast one upper pendulum bearing is in between the landing gear retainerand the at least one lower pendulum bolt in the at least one lowerpendulum bearing. For a rotational degree of freedom about alongitudinal direction of the helicopter/cabin relative to the LG thependulum is for mobility of the cabin in longitudinal direction of thetraverse, the pendulum being hinged to the cabin with the lower pendulumbolts in the lower pendulum bearings; and the pendulum is for mobilityin longitudinal direction of the traverse, the pendulum being hinged tothe landing gear retainer with the upper pendulum bolts in the upperpendulum bearings.

The inventive attachment with preferred embodiments of the bracketallows prevention of vibrations by upgrading exclusively the connectionbetween the LG and the HC for the prevention of vibrations withoutconstructive modifications of the cabin and/or the LG, such constructivemodifications of the cabin and/or the LG being particularly cumbersome.The inventive attachment with the bracket for connection of the cabin tothe LG provides an oscillation isolation level between cabin and LG, inwhich any vibrations and resonance mode of a disturbing oscillationbecome so “detuned” that the helicopter is out of resonance, for exampleground resonance, with the excitation frequencies from the rotors inoperation. The pendulum of the inventive attachment with the bracketwith its upper end hinged to the LG and its lower end hinged to thecabin provides for a stable equilibrium, as long as the cabin's gravityrests on the LG.

The invention provides the following advantages:

Elements of the cabin and/or the LG remain essentially unchanged fordetuning vibration, which would be really expensive, but exclusively thebrackets connecting the cabin to the LG are changed. Thus the inventiveconnection of a landing gear to a cabin of a helicopter is realizable atlow cost.

The inventive attachment with the brackets is exchangeable with bracketsof the state of the art. Inventive attachments with the brackets canalso at any time be upgraded on an existing helicopter without majorchanges of elements in the helicopter.

The inventive attachment with the brackets is relatively lightweight andcompact compared with systems conceived to “absorb” disturbingoscillations by damping.

Optional equipment of the LG, such as a hook for external loads etc.,installed on the LG, is not affected by the inventive attachment withthe brackets, as the pendulum is very compact in the area of theinventive attachment with the brackets of the LG.

The LG qualities concerning crash remain unchanged with the inventiveattachment with the brackets. A new certification of the LG shalltherefore not be necessary.

According to a preferred embodiment of the invention the pendulumcomprises at least one rod laterally mounted to the landing gearretainer.

According to a further preferred embodiment of the invention the landinggear retainer has a distance ≧0 to the upper pendulum bolts in therespective upper pendulum bearings.

The oscillating motion of the cabin traverse to the longitudinaldirection of the cabin is determined in relation to the LG throughspring elements and the pendulum bearings of the inventive attachmentwith the brackets. Said spring elements are essentially orientedperpendicular to the pendulum in a neutral position with no deflectionof the pendulum relative to the spring elements to decrease transversalmovements of the spring elements of the LG once the pendulum moves indirection of the spring elements. The pendulum bearings of the inventiveattachment with the brackets with their respective rotation axis areperpendicular to the longitudinal direction of the traverse and thusmobility is provided of the cabin relative to the traverse perpendicularto the longitudinal direction of the cabin.

According to a further preferred embodiment of the invention an equaltorque support bolt is provided for fixation of the landing gearretainer to the clamping rings for blocking any rotation of the landinggear retainer about the longitudinal direction of the traverse and forfurther limitation of the oscillating motion in longitudinal directionof the cabin/helicopter.

According to a further preferred embodiment of the invention compoundsprings are positioned preferably perpendicular to a plane defined bysaid pendulum in neutral position, in order to maximize effectivenesswhile displacements due to rotation of the LG towards and away from thecabin are minimized to an amount <6 mm during pendulousness. Thus thecompound springs and the pendulum bearings of the inventive attachmentwith the brackets implement said oscillating motion of the cabintransverse to the longitudinal direction of the cabin with the stiffnessof the cabin-LG assembly.

According to a further preferred embodiment of the invention stops areprovided between the cabin clamp mount and the clamp rings to limit thedeflection of the spring elements essentially oriented along thelongitudinal direction of the traverse of the LG and in order to detourthe load transmission while high forces are applied between cabin and LGduring flight, e. g. flight with load on a load hook. Preferably each oftwo inventive attachments with the brackets mounted on a traverse at theright and at the left is provided with two stops pairwise arrangedsymmetrically with regard to the longitudinal direction of the traverseof the LG. The inventive attachment with the bracket mounted on thetraverse at the right limits any movements to the left between cabin andLG while the inventive attachment with the bracket mounted on thetraverse at the left limits any movements to the right between cabin andLG.

According to a further preferred embodiment of the invention stop plateswith a stiffness >1000 N/mm and friction coefficients between 0.05 and0.15 are provided between at least one cabin clamp mount and the landinggear retainer of an inventive attachment with the bracket to limit anymovements essentially oriented transversal to the longitudinal directionof the traverse of the LG between the cabin and LG. Preferably atolerance of approximately 0.5 mm is provided between the stop plates inthe LG-retainer and the at least one inner cabin clamp mount to avoidfriction from pendulousness between cabin and LG at little forces inlongitudinal direction of the cabin. In case of higher forces inlongitudinal direction of the cabin the stop plates interact atrelatively low friction forces due to the friction coefficients between0.05 and 0.15. The stop plates and the at least one inner cabin clampmount coordinate with regard to wear and feature emergency operationcharacteristics.

According to a further preferred embodiment of the invention one of theinventive attachments with one bracket is mounted on a traverse at thefront right and another one of the inventive attachments with onebracket is mounted on the front left of the traverse so that through theturning mobile pendulums the cabin can turn mainly about thelongitudinal direction of the LG/cabin. It is also conceivable that thispendulum construction is used in each case at the rear right and/or rearleft bracket.

According to a further preferred embodiment of the invention inrespectively neutral positions a pendulum's plane through a right and afurther pendulum's plane through a left bracket on one traverse axis areeach oriented to a helicopter's center of gravity, wherein the neutralpositions are defined by balanced forces from the compound springs onthe respective pendulum and the respective pendulum's planes are definedby passing respectively through the upper and lower pendulum bolts inthe upper and lower pendulum bearings of said pendula. According to afurther advantage of the invention with these orientations of saidpendulum's planes the cabin is restricted to a rotary motion about itslongitudinal direction through the helicopter's center of gravity.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS

A preferred embodiment of the invention is presented by means of thefollowing description with reference to the attached drawings.

FIG. 1 shows a perspective view of parts of a traverse of a landing gearand a cabin with a bracket according to the invention,

FIG. 2 shows a cross sectional view of the traverse of the landing gearwith parts of the cabin and the bracket according to the invention,

FIG. 3 shows a cross sectional view along the traverse of the landinggear with parts of the cabin and the bracket according to the invention,

FIG. 4 shows a cross sectional view of the traverse of the landing gearwith parts of the cabin and an alternative bracket according to theinvention,

FIG. 5 shows parts of the cabin and a cross sectional view of thetraverse of the landing gear and the bracket according to the invention,

FIG. 6 shows cross sectional view of parts of the landing gear with thetraverse and through a compound spring of the bracket according to theinvention,

FIG. 7 shows an application of the bracket according to the invention,

FIG. 8 shows a perspective view of alternative parts of a traverse of alanding gear and a cabin with a bracket according to the invention,

FIG. 9 shows a sketch of a cross sectional view of the traverse with afurther alternative bracket according to the invention,

FIG. 10 shows a sketch of a cross sectional view of the traverse with astill further alternative bracket according to the invention,

FIG. 11 shows a sketch of a cross sectional view of the traverse withanother alternative bracket according to the invention, and

FIG. 12 shows a sketch of a cross sectional view of the traverse withstill another alternative bracket according to the invention.

DETAILED DESCRIPTION OF THE INVENTION

According to FIG. 1 an attachment of a landing gear to a helicopter (notshown) comprises a bracket 24 mounted on a traverse 20 of said landinggear of said helicopter. The traverse 20 is mounted by means of thebracket 24 to a cabin bracket 21 integrated into a cabin of thehelicopter.

The bracket 24 is provided with inner and outer cabin clamp mounts 7, 10essentially symmetric to a longitudinal axis 29 (see FIG. 2) of thetraverse 20. The bracket 24 is press mounted on the cabin bracket 21 bymeans of screwing connections 25 through the inner and outer cabin clampmounts 7, 10.

A pendulum 9 is connected to the outer cabin-clamp mount 7 with a lowerpendulum bolt 13 in lower pendulum bearings 19 and an upper pendulumbolt 12 in an upper pendulum bearing 18. The lower pendulum bolt 13 andthe upper pendulum bolt 12 respectively extend essentially perpendicularto the longitudinal axis of the traverse 20. The lower pendulum bolt 13in the lower pendulum bearings 19 of the pendulum 9 is hinged to thecabin bracket 21 via the outer cabin-clamp mount 7 for movements of thecabin in longitudinal direction relative to the traverse 20 and hencetransverse to the longitudinal direction of the cabin.

According to FIG. 2 corresponding features are referred to with thereferences of FIG. 1. The bracket 24 is mounted on the cabin bracket 21by means of the inner and outer cabin clamp mounts 7, 10. The inner andouter cabin clamp mounts 7, 10 are pairwise symmetric to thelongitudinal axis 29 of the traverse 20.

A landing gear (LG) retainer 5 is mounted coaxially on the traverse 20with clamp rings 1 at both sides, said clamp rings 1 being clampedrespectively by screw connections 26 for tightening the grip of theclamp rings 1 on the traverse 20.

The press mounted inner and outer cabin clamp mounts 7, 10 on the cabinbracket 21 assure a form closure with tight clearances of the inner andouter cabin clamp mounts 7, 10 relative to the LG retainer 5 mounted onthe traverse 20. Said form closure restricts the freedom degree of thecabin transversal to the longitudinal axis 29 of the traverse 20 andparallel to the longitudinal direction of the cabin and furtherrestricts the rotational freedom degree of the cabin about thelongitudinal axis 29 of the traverse 20.

The inner cabin clamp mounts 10 are each connected to compound springs23.

According to FIG. 3 corresponding features are referred to with thereferences of FIG. 1, 2. Essentially perpendicular with regard to theeffective direction of the compound spring 23 is provided the pendulum 9connected to the LG-retainer 5 and the outer cabin-clamp mount 7 throughthe upper and lower pendulum bolts 12/13 in the upper and lower pendulumbearings 18/19. The upper and lower pendulum bolts 12/13 in the upperand lower pendulum bearings 18/19 respectively extend essentiallyperpendicular to the longitudinal axis of the traverse 20.

A stop (not shown) is provided between the cabin clamp mount 10 and theclamp rings 1.

Inside the compound spring 23 is coaxially pretensioned a fork bolt 22.The compound spring 23 comprises a spring bolt and several springs 11made of an essentially hollow cylindrical-type elastomeric material.

Two essentially circular clamp rings 1 of an LG-retainer 5 are slottedin radial direction and clamped respectively by screw connections 26separate along a longitudinal axis on the LG-traverse 20. TheLG-retainer 5 is fixed by the clamp rings 1, preferably separatedthrough an optional elastomer ring 3 to avoid metallic contact betweenthe LG-retainer 5 and the clamp rings 1.

According to FIG. 4 corresponding features are referred to with thereferences of FIGS. 1-3. An alternative bracket 24′ with less tightclearances of the inner and outer cabin clamp mounts 7, 10 relative tothe LG retainer 5 and thus less restrictions for the rotational freedomdegree of the cabin about the longitudinal axis 29 of the traverse 20 isprovided with a torque support bolt 14 essentially parallel to thelongitudinal axis of the traverse 20.

The torque support bolt 14 extends through the LG-retainer 5 and theclamp rings 1.

According to FIG. 5 corresponding features are referred to with thereferences of FIGS. 1 - 4. Stop plates 6 are provided in the LG-retainer5 in respective planes essentially transversal to the longitudinal axisof the traverse 20 and essentially transversal to the longitudinal axisof the cabin. The stop plates 6 are parallel to inner surfaces of eachof the inner cabin clamp mounts 10. Each stop plate 6 is mounted in theLG-retainer 5 by screws 27 with form closure. Each stop plate 6 providesa stop for any movements of any of the inner cabin-clamp mounts 10towards the LG-retainer 5. Each stop plate 6 has a stiffness >1000 N/mm.The LG-retainer 5 and the inner cabin-clamp mount 10 have clearances<0.5 mm between each other in longitudinal cabin direction. For lowfriction between the inner cabin clamp mounts 10 and the stop plates 6from pendulousness between cabin and LG in longitudinal direction of thetraverse 20 the surfaces of the inner cabin clamp mounts 10 are made ofsteel, titanium or coated aluminum and the stop plates 6 are made ofsintered bronze coated with Polytetrafluoroethylene (PTFE).

Each of the inner cabin clamp mounts 10 is preferably connected on bothsides of the bracket 24 with a spring fork 8 by a respective bolting andbolt connection 30. The compound springs 23 on both sides of the bracket24 with the several springs 11 and pre-tensioned by the respective forkbolt 22 and spring bolt 17 are mounted to the spring forks 8.

Essentially perpendicular with regard to the effective direction of thecompound spring 23 is provided the pendulum 9 connected to theLG-retainer 5 and the outer cabin-clamp mount 7 through the upper andlower pendulum bolts 12/13 in the upper and lower pendulum bearings18/19. The upper and lower pendulum bolts 12/13 in the upper and lowerpendulum bearings 18/19 respectively extend essentially perpendicular tothe longitudinal axis of the traverse 20.

According to FIG. 6 corresponding features are referred to with thereferences of FIGS. 1-5. Each of the two essentially parallel compoundsprings 23 rests on a washer 16. The washer 16 is mounted on theLG-retainer 5. The washer 16 is made of a sintered material in order todecrease friction between the washers 16 and the compound spring 23. TheLG-retainer 5 is blocked from rotation about the traverse 20 by theequal torque support bolt 14 in a torque support bearing 15. The washers16 and the LG-retainer 5 are equipped with long hole bearings to allowrelative movements of the compound spring 23 perpendicular to thewashers' axes due to oscillations of the pendulum 9 induced via thecabin clamp mounts 7, 10 from any imbalances of the operating rotors.The torque support bolt 14 is articulated in the torque support bearings15 made of plastic. The stiffness of the compound springs 23 is aboutbetween 100 and 800 [N/mm] at the LG-traverse 20 in the neutralposition.

Cabin clamp mount 10 and the clamp rings 1 can limit the deflection ofthe compound spring 23 by a stop, in order to detour the loadtransmission at high forces between cabin and LG during flight, e. g.during flight with load on a load hook of the LG.

According to FIG. 7 corresponding features are referred to with thereferences of FIGS. 1-6.

According to an application of a plurality of the brackets 24 thetraverse 20 of the front LG is equipped with one bracket 24 on eachside, i.e. right side and left side symmetrically mirrored along thecabin's longitudinal and vertical middle plane to connect the cabin withthe LG. The aft LG-traverse is rigidly connected to the helicopter in aconventional way.

With one bracket 24 mounted on a front traverse 20 at the right andanother bracket 24 mounted on the front traverse 20 at the left of thecabin, planes extending from each of the pendulums 9 in a neutralposition 11 of both parallel brackets 24 on both sides of the traverse20 are oriented to run through a cabin's center of gravity 33 at about1.1 m above the traverse 20 of the LG allowing a cabin's pendulousnessabove the traverse 20 with a maximum pendulum-amplitude of +/−20 mmrelative to the LG-traverse 20 along the longitudinal direction of thetraverse 20. Said pendulum-amplitudes are represented for the lowerpendulum bolts 13 relative to the upper pendulum bolts 12 with thetriangle about the neutral position 11. Said triangle reflects as wellthe amplitudes varying the distance of the lower pendulum bolts 13relative to the traverse 20, said amplitudes varying the distance beingin the same range as the pendulum-amplitudes relative to the LG-traverse20 along the longitudinal direction of said traverse 20.

According to FIG. 8 corresponding features are referred to with thereferences of FIGS. 1-7. The attachment to one of the right or leftsides of the traverse 20 of the landing gear to the helicopter (notshown) comprises the traverse 20 mounted by means of the bracket 24 tothe cabin bracket 21 integrated into the cabin of the helicopter.

The brackets 24 provided with the inner and outer cabin clamp mounts 7,10 essentially symmetric to the longitudinal axis 29 (see FIG. 2) of thetraverse 20 and mounted on the traverse 20 at the right side and at theleft side are each provided with two stops 28 arranged symmetricallywith regard to the longitudinal direction of the traverse 20 of the LG.The clamp rings 1 arranged on the bracket side oriented towards themiddle in longitudinal direction of the traverse 20 are each equippedwith two radially projecting abutments 40 pairwise arrangedsymmetrically with regard to the longitudinal direction of the traverse20 for interaction with the two stops 28. The bracket 24 mounted on thetraverse 20 at the right side limits any movements of the cabin towardsthe left side of the LG between cabin and LG while the bracket 24mounted on the traverse 20 at the left side limits any movements to theright between cabin and LG by means respectively of the two abutments 40interacting with the two stops 28.

According to FIG. 9 corresponding features are referred to with thereferences of FIGS. 1-8. An attachment of the landing gear to thehelicopter comprises a further alternative bracket 31 mounted by theclamping rings 1 on the traverse 20 of said landing gear of saidhelicopter. The traverse 20 is mounted by means of the alternativebracket 31 to the cabin bracket 21 integrated into the cabin of thehelicopter.

The pendulum 9 comprises two rods 32 each connected to the LG retainer 5by means of the upper pendulum bolts 12 in upper pendulum bearings 18essentially symmetric to the longitudinal axis of the traverse 20 andsaid two rods 32 are each connected to the cabin-bracket 21 by means ofa lower pendulum bolt 13 in lower pendulum bearings 19 essentiallysymmetric to the longitudinal axis of the traverse 20. The traverse 20is with its upper half above the upper pendulum bolts 12 in the upperpendulum bearings 18.

Stop plates 6 are attached to respective inner sides of thecabin-brackets 21 on the level of the upper pendulum bolt 12 extendingessentially perpendicular to the longitudinal axis of the traverse 20.The stop plates 6 are clear from the respective inner sides of thecabin-brackets 21 in perpendicular direction to the longitudinal axis ofthe traverse 20. The stop plates 6 transfer forces acting in thehelicopter's longitudinal direction between the cabin-brackets 21 andthe upper pendulum bolts 12. The stop plates 6 are preferably executedas a coating on the insides of the cabin-brackets 21.

Spring elements (not shown) are mounted between the cabin-brackets 21and the LG-retainer 5.

According to FIG. 10 corresponding features are referred to with thereferences of FIGS. 1-9. An attachment of the landing gear to thehelicopter comprises a still further alternative bracket 34 mounted onthe traverse 20 of said landing gear of said helicopter. The traverse 20is mounted by means of the alternative bracket 34 to the cabin bracket21 integrated into the cabin of the helicopter.

The pendulum 9 comprises two short rods 35 each connected to the LGretainer 5 by means of the upper pendulum bolt 12 in upper pendulumbearings 18 essentially symmetric to the longitudinal axis of thetraverse 20 and said two short rods 35 are each connected to thecabin-bracket 21 by means of a lower pendulum bolt 13 in lower pendulumbearings 19 essentially symmetric to the longitudinal axis of thetraverse 20. The traverse 20 is above the upper pendulum bolt 12 in theupper pendulum bearings 18.

For the transfer of forces acting in the helicopter's longitudinaldirection between the cabin-brackets 21 and the upper pendulum bolts 12parallel stop plates 6 are attached to respective inner sides of thecabin-brackets 21 and on lateral sides of the LG-retainer 5 on the levelof the upper pendulum bolt 12 extending essentially perpendicular to thelongitudinal axis of the traverse 20. The stop plates 6 on therespective inner sides of the cabin-brackets 21 can be a coating of thecabin-brackets 21 or can be the cabin-brackets 21 themselves made of amaterial with characteristics resulting in low friction forces with thestop plates 6 attached to the respective lateral sides of theLG-retainer 5.

The stop plates 6 are clear from the respective inner sides of thecabin-brackets 21 in perpendicular direction to the longitudinal axis ofthe traverse 20. The LG-retainer 5 is blocked from rotation about thetraverse 20 by the torque support bolt 14 held in the torque supportbearing 15 in the clamping rings 1.

Spring elements (not shown) are mounted between the cabin-brackets 21and the LG-retainer 5.

According to FIG. 11 corresponding features are referred to with thereferences of FIGS. 1-10. An attachment of the landing gear to thehelicopter comprises another alternative bracket 36 mounted on thetraverse 20 of said landing gear of said helicopter. The traverse 20 ismounted by means of the alternative bracket 36 to the cabin bracket 21integrated into the cabin of the helicopter.

The pendulum 9 comprises one central short rod 37 connected to the LGretainer 5 by means of the upper pendulum bolt 12 in upper pendulumbearings 18 integrated into the LG-retainer 5. The upper pendulum bolt12 and the upper pendulum bearings 18 are essentially symmetric to thelongitudinal axis of the traverse 20 and said short central rods 36 isconnected to the cabin-bracket 21 by means of a lower pendulum bolt 13in lower pendulum bearings 19 essentially symmetric to the longitudinalaxis of the traverse 20. The traverse 20 is above the upper pendulumbolt 12 in the upper pendulum bearings 18.

Parallel stop plates 6 are attached to respective inner sides of thecabin-brackets 21 and on lateral sides of the LG-retainer 5 on the levelof the upper pendulum bolt 12 extending essentially perpendicular to thelongitudinal axis of the traverse 20. The stop plates 6 on therespective inner sides of the cabin-brackets 21 can be a coating of thecabin-brackets 21 or can be the cabin-brackets 21 themselves made of amaterial with characteristics resulting in low friction forces with thestop plates 6 attached to the respective lateral sides of theLG-retainer 5.

The stop plates 6 are clear from the respective inner sides of thecabin-brackets 21 in perpendicular direction to the longitudinal axis ofthe traverse 20. The LG-retainer 5 is blocked from rotation about thetraverse 20 by the torque support bolt 14 held in the torque supportbearing 15 in the clamping rings 1.

Spring elements (not shown) are mounted between the cabin-brackets 21and the LG-retainer 5. According to FIG. 12 corresponding features arereferred to with the references of FIGS. 1-11. An attachment of thelanding gear to the helicopter comprises still another alternativebracket 38 mounted on the traverse 20 of said landing gear of saidhelicopter. The traverse 20 is mounted by means of the alternativebracket 38 to the cabin bracket 21 integrated into the cabin of thehelicopter.

The pendulum 9 comprises one offset rod 39 connected to the LG retainer5 by means of the upper pendulum bolt 12 in upper pendulum bearings 18integrated into the LG-retainer 5 unilaterally. The upper pendulum bolt12 and the upper pendulum bearings 18 are essentially on the level ofthe longitudinal axis of the traverse 20. Said offset rod 39 isconnected to the cabin-bracket 21 by means of a lower pendulum bolt 13in lower pendulum bearings 19. The upper half of the traverse 20 isabove the upper pendulum bolt 12 in the upper pendulum bearings 18.

Parallel stop plates 6 are attached to respective inner sides of thecabin-brackets 21 and on a lateral side of the LG-retainer 5 and on theupper pendulum bolt 12 said upper pendulum bolt 12 extending essentiallyperpendicular to the longitudinal axis of the traverse 20. The stopplates 6 are clear from the respective inner sides of the cabin-brackets21 in perpendicular direction to the longitudinal axis of the traverse20. The LG-retainer 5 with integrated clamping rings 1 is mounteddirectly,—i.e. without any interposed elastomer ring 3,—on the traverse20 and is blocked from rotation about the traverse 20 by the screwconnection 26.

Shear resistant spring pads 41 are mounted between a flange 42 mountedto the cabin-brackets 21 and two levers 43 mounted essentiallysymmetrical with regard to the longitudinal axis of the traverse 20 tothe LG-retainer 5. To limit amplitudes between the cabin-brackets 21 andthe LG-retainer 5 respectively abutments interacting with stops areprovided.

REFERENCE LIST

-   1—clamp ring-   3—elastomer ring-   5—LG-retainer-   6—stop plate-   7—outer cabin clamp mount-   8—spring fork-   9—pendulum-   10—inner cabin clamp mount (side 2)-   11—neutral position-   12—upper pendulum bolt-   13—lower pendulum bolt-   14—torque support bolt-   15—torque support bearing-   16—washer-   17—spring bolt-   18—upper pendulum bearing-   19—lower pendulum bearing-   20—traverse-   21—existing cabin bracket-   22—fork bolt-   23 —compound spring-   24—bracket-   25—screwing connections-   26—screw connections-   27—screws-   28—stop-   29—longitudinal axis of the traverse-   30—bolt connection-   31—further bracket-   32—rod-   33—gravity center-   34—still further bracket-   35—short rod-   36—another bracket-   37—central rod-   38—still another bracket-   39—offset rod-   40—abutment-   41—spring pad-   42—flange-   43—lever

What is claimed is:
 1. An attachment of a landing gear to a cabin of ahelicopter, the attachment comprising a bracket for connecting atraverse of said landing gear to said cabin of the helicopter, alongitudinal direction of the traverse being essentially perpendicularto a longitudinal direction of the cabin/helicopter, said bracketcomprising: a landing gear retainer for fixation around the traversecoaxially to the longitudinal direction of the traverse; a pendulum,upper and lower pendulum bolts and upper and lower pendulum bearings forsaid upper and lower pendulum bolts, said pendulum being for mobility ofthe cabin in longitudinal direction of the traverse, the pendulum beinghinged to the cabin with the lower pendulum bolts in the lower pendulumbearings; and said pendulum being for mobility in longitudinal directionof the traverse, the pendulum being hinged to the landing gear retainerwith the upper pendulum bolts in the upper pendulum bearings.
 2. Thebracket according to claim 1, wherein compound springs are positionedpreferably perpendicular to a plane defined by said pendulum in neutralposition.
 3. The bracket according to claim 1, wherein at least one stopis provided between a cabin clamp mount and clamp rings.
 4. The bracketaccording to claim 1, wherein the pendulum comprises at least one rodlaterally mounted to the landing gear retainer.
 5. The bracket accordingto claim 1, wherein the landing gear retainer has a distance 0 to theupper pendulum bolts in the respective upper pendulum bearings.
 6. Thebracket according to claim 1, wherein the pendulum bearings with theirrespective rotation axis are perpendicular to the longitudinal directionof the traverse and in line with the longitudinal direction of thecabin.
 7. The bracket according to claim 1, wherein an equal torquesupport bolt is provided for fixation of the landing gear retainer toclamping rings on the traverse.
 8. The bracket according to claim 1,wherein stop plates with a stiffness >1000 N/mm and frictioncoefficients between 0.05 and 0.15 are provided between at least onecabin clamp mount and the landing gear retainer.
 9. The bracketaccording to claim 8, wherein a tolerance of approximately 0.5 mm isprovided between the stop plates and the at least one inner cabin clampmount.
 10. A method of application of brackets according to claim 1,wherein one bracket is mounted on a traverse at the front right andanother bracket is mounted on the front left of the traverse.
 11. Themethod of application according to claim 10, wherein two stops arepairwise arranged symmetrically with regard to a longitudinal directionof the traverse.
 12. The method of application according to claim 10,wherein in respectively neutral positions a pendulum's plane through aright and a further pendulum's plane through a left bracket on onetraverse axis are each oriented to a helicopter's center of gravity.